U.S. patent application number 10/578247 was filed with the patent office on 2007-06-14 for device for detecting failure in driving power supply for elevator, and method for detecting failure in driving power supply for elevator.
Invention is credited to Tatsuo Matsuoka.
Application Number | 20070131488 10/578247 |
Document ID | / |
Family ID | 35450778 |
Filed Date | 2007-06-14 |
United States Patent
Application |
20070131488 |
Kind Code |
A1 |
Matsuoka; Tatsuo |
June 14, 2007 |
Device for detecting failure in driving power supply for elevator,
and method for detecting failure in driving power supply for
elevator
Abstract
In a feeder circuit for operating a safety device of an
elevator, a charging capacitor for actuating an actuator through
discharge is employed. A failure detecting device for detecting the
presence or absence of a capacitance shortage of a charging
capacitor is also electrically connected to the feeder circuit. The
failure detecting device has a memory in which a lower limit and
upper limit of a charging time at the time when the charging
capacitor is in normal operation are stored, and a CPU which is
capable of measuring the charging time of the charging capacitor
and detects whether or not the charging time is between the lower
limit and the upper limit. When the charging time is between the
lower limit and the upper limit, the CPU determines that there is
no capacitance shortage of the charging capacitor.
Inventors: |
Matsuoka; Tatsuo; (Tokyo,
JP) |
Correspondence
Address: |
OBLON, SPIVAK, MCCLELLAND, MAIER & NEUSTADT, P.C.
1940 DUKE STREET
ALEXANDRIA
VA
22314
US
|
Family ID: |
35450778 |
Appl. No.: |
10/578247 |
Filed: |
May 27, 2004 |
PCT Filed: |
May 27, 2004 |
PCT NO: |
PCT/JP04/07656 |
371 Date: |
May 4, 2006 |
Current U.S.
Class: |
187/393 |
Current CPC
Class: |
B66B 5/0031
20130101 |
Class at
Publication: |
187/393 |
International
Class: |
B66B 1/34 20060101
B66B001/34 |
Claims
1. A failure detecting device for an elevator drive power source
for detecting whether or not there is an abnormality in a charging
capacitance of a charge portion serving as a drive power source
that drives an actuator for operating a safety device of an
elevator, characterized by comprising: a determination device
comprising: a storage portion in which an upper limit and a lower
limit of a charging time of the charge portion at a time when the
charging capacitance is normal are stored in advance; and a
processing portion which can measure the charging time of the
charge portion, for detecting whether or not the charging time is
between the upper limit and the lower limit.
2. A failure detecting method for an elevator drive power source
for detecting whether or not there is an abnormality in a charging
capacitance of a charge portion serving as a drive power source
that drives an actuator for operating a safety device of an
elevator, characterized by comprising the steps of: measuring a
charging period of time until a charging voltage of the charge
portion becomes equal to a set voltage when charging the charge
portion, by means of a processing portion; and detecting whether or
not the charging time is within a predetermined set range, by means
of the processing portion.
Description
TECHNICAL FIELD
[0001] The present invention relates to a failure detecting device
for an elevator drive power source and a failure detecting method
for an elevator drive power source for detecting a failure in a
drive power source of an actuator for operating a safety device of
an elevator.
BACKGROUND ART
[0002] As disclosed in JP-A 11-231008, there has been a capacitor
life assessment device for detecting a capacitance shortage of an
electrolytic capacitor built in a power unit in order to assess the
life of the electrolytic capacitor. This conventional capacitor
life assessment device is adapted to sample the voltage of a
capacitor after the charging thereof and assess the life of the
capacitor based on a time constant derived from the sampled
voltage.
[0003] Further, JP-A8-29465 discloses a capacitor capacitance
change detection circuit that determines a capacitance shortage of
a capacitor from a period of time until the charging voltage of the
capacitor reaches a reference voltage. In this conventional
capacitor capacitance change detection circuit, the period of time
until the charging voltage of the capacitor reaches the reference
voltage is measured by an external comparator (hardware comparator)
connected to a CPU. The CPU determines a capacitance shortage of
the capacitor by reference to information from the comparator.
[0004] In the conventional capacitor life assessment device,
however, complicated calculations such as logarithmic calculations
are required in order to assess the life of the capacitor. This
complicates the processings of the calculations, lowers the speed
of the processings, and leads to a setback for cost reduction as
well.
[0005] Further, in the conventional capacitor capacitance change
detection circuit, since the comparator is externally connected to
the CPU, the soundness of the comparator itself must be checked
independently of that of the CPU, and thus the soundness check of
the comparator becomes a troublesome task. This makes it difficult
to enhance the reliability of the capacitor capacitance change
detection circuit.
DISCLOSURE OF THE INVENTION
[0006] The present invention has been made to solve the problems as
mentioned above, and has an object of obtaining a failure detecting
device for an elevator drive power source and a failure detecting
method for an elevator drive power source, which can easily and
more reliably detect a failure in a drive power source for
operating a safety device of an elevator.
[0007] According to the present invention, a failure detecting
device for an elevator drive power source for detecting whether or
not there is an abnormality in a charging capacitance of a charge
portion serving as a drive power source that drives an actuator for
operating a safety device of an elevator, includes: a determination
device comprising: a storage portion in which an upper limit and a
lower limit of a charging time of the charge portion at a time when
the charging capacitance is normal are stored in advance; and a
processing portion which can measure the charging time of the
charge portion, for detecting whether or not the charging time is
between the upper limit and the lower limit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] FIG. 1 is a schematic diagram showing an elevator apparatus
according to Embodiment 1 of the present invention.
[0009] FIG. 2 is a front view showing the safety device shown in
FIG. 1.
[0010] FIG. 3 is a front view of the safety device shown in FIG. 2
during the actuation phase.
[0011] FIG. 4 is a schematic cross sectional view showing the
actuator shown in FIG. 2.
[0012] FIG. 5 is a schematic cross sectional view showing a state
when the movable iron core shown in FIG. 4 is located in the
actuation position.
[0013] FIG. 6 is a circuit diagram showing a part of an internal
circuit of the output portion of FIG. 1.
[0014] FIG. 7 is a graph showing a relationship between charging
voltage and charging time in the charging capacitor of FIG. 6.
[0015] FIG. 8 is a flowchart showing the control operation of a
determination device of FIG. 6.
[0016] FIG. 9 is a circuit diagram showing a feeder circuit of an
elevator apparatus according to Embodiment 2 of the present
invention.
[0017] FIG. 10 is a circuit diagram showing a feeder circuit of an
elevator apparatus according to Embodiment 3 of the present
invention.
[0018] FIG. 11 is a constructional view showing an elevator
apparatus according to Embodiment 4 of the present invention.
BEST MODE FOR CARRYING OUT THE INVENTION
[0019] Hereinafter, preferred embodiments of the present invention
will be described with reference to the drawings.
EMBODIMENT 1
[0020] FIG. 1 is a schematic diagram showing an elevator apparatus
according to Embodiment 1 of the present invention. Referring to
FIG. 1, a pair of car guide rails 2 are arranged within a hoistway
1. A car 3 is guided by the car guide rails 2 as it is raised and
lowered in the hoistway 1. Arranged at the upper end portion of the
hoistway 1 is a hoisting machine (not shown) for raising and
lowering the car 3 and a counterweight (not shown). A main rope 4
is wound around a driving sheave of the hoisting machine. The car 3
and the counterweight are suspended in the hoistway 1 by means of
the main rope 4. Mounted to the car 3 are a pair of safety devices
33 opposed to the respective guide rails 2 and serving as braking
means. The safety devices 33 are arranged on the underside of the
car 3. Braking is applied to the car 3 upon actuating the safety
devices 33.
[0021] The car 3 has a car main body 27 provided with a car
entrance 26, and a car door 28 that opens and closes the car
entrance 26. Provided in the hoistway 1 is a car speed sensor 31
serving as car speed detecting means for detecting the speed of the
car 3, and a control panel 13 that controls the drive of an
elevator.
[0022] Mounted inside the control panel 13 is an output portion 32
electrically connected to the car speed sensor 31. The battery 12
is connected to the output portion 32 through the power supply
cable 14. Electric power used for detecting the speed of the car 3
is supplied from the output portion 32 to the car speed sensor 31.
The output portion 32 is input with a speed detection signal from
the car speed sensor 31.
[0023] A control cable (movable cable) is connected between the car
3 and the control panel 13. The control cable includes, in addition
to multiple power lines and signal lines, an emergency stop wiring
17 electrically connected between the control panel 13 and each
safety device 33.
[0024] A first overspeed which is set to be higher than a normal
operating speed of the car 3 and a second overspeed which is set to
be higher than the first overspeed are set in the output portion
32. The output portion 32 actuates a braking device of the hoisting
machine when the raising/lowering speed of the car 3 reaches the
first overspeed (set overspeed), and outputs an actuation signal
that is actuating electric power to the safety device 33 when the
raising/lowering speed of the car 3 reaches the second overspeed.
The safety device 33 is actuated by receiving the input of the
actuation signal.
[0025] FIG. 2 is a front view showing the safety device 33 shown in
FIG. 1, and FIG. 3 is a front view of the safety device 33 shown in
FIG. 2 during the actuation phase. In the drawings, the safety
device 33 has a wedge 34 serving as a braking member which can be
moved into and away from contact with the car guide rail 2, a
support mechanism portion 35 connected to a lower portion of the
wedge 34, and a guide portion 36 which is disposed above the wedge
34 and fixed to the car 3. The wedge 34 and the support mechanism
portion 35 are provided so as to be vertically movable with respect
to the guide portion 36. The wedge 34 is guided in a direction to
come into contact with the car guide rail 2 of the guide portion 36
by its upward displacement with respect to the guide portion 36,
i.e., its displacement toward the guide portion 36 side.
[0026] The support mechanism portion 35 has cylindrical contact
portions 37 which can be moved into and away from contact with the
car guide rail 2, actuation mechanisms 38 for displacing the
respective contact portions 37 in a direction along which the
respective contact portions 37 are moved into and away from contact
with the car guide rail 2, and a support portion 39 for supporting
the contact portions 37 and the actuation mechanisms 38. The
contact portion 37 is lighter than the wedge 34 so that it can be
readily displaced by the actuation mechanism 38. The actuation
mechanism 38 has a contact portion mounting member 40 which can
make the reciprocating displacement between a contact position
where the contact portion 37 is held in contact with the car guide
rail 2 and a separated position where the contact portion 37 is
separated away from the car guide rail 2, and an actuator 41 for
displacing the contact portion mounting member 40.
[0027] The support portion 39 and the contact portion mounting
member 40 are provided with a support guide hole 42 and a movable
guide hole 43, respectively. The inclination angles of the support
guide hole 42 and the movable guide hole 43 with respect to the car
guide rail 2 are different from each other. The contact portion 37
is slidably fitted in the support guide hole 42 and the movable
guide hole 43. The contact portion 37 slides within the movable
guide hole 43 according to the reciprocating displacement of the
contact portion mounting member 40, and is displaced along the
longitudinal direction of the support guide hole 42. As a result,
the contact portion 37 is moved into and away from contact with the
car guide rail 2 at an appropriate angle. When the contact portion
37 comes into contact with the car guide rail 2 as the car 3
descends, braking is applied to the wedge 34 and the support
mechanism portion 35, displacing them toward the guide portion 36
side.
[0028] Mounted on the upperside of the support portion 39 is a
horizontal guide hole 69 extending in the horizontal direction. The
wedge 34 is slidably fitted in the horizontal guide hole 69. That
is, the wedge 34 is capable of reciprocating displacement in the
horizontal direction with respect to the support portion 39.
[0029] The guide portion 36 has an inclined surface 44 and a
contact surface 45 which are arranged so as to sandwich the car
guide rail 2 therebetween. The inclined surface 44 is inclined with
respect to the car guide rail 2 such that the distance between it
and the car guide rail 2 decreases with increasing proximity to its
upper portion. The contact surface 45 is capable of moving into and
away from contact with the car guide rail 2. As the wedge 34 and
the support mechanism portion 35 are displaced upward with respect
to the guide portion 36, the wedge 34 is displaced along the
inclined surface 44. As a result, the wedge 34 and the contact
surface 45 are displaced so as to approach each other, and the car
guide rail 2 becomes lodged between the wedge 34 and the contact
surface 45.
[0030] FIG. 4 is a schematic cross sectional view showing the
actuator 41 shown in FIG. 2. In addition, FIG. 5 is a schematic
cross sectional view showing a state when the movable iron core 48
shown in FIG. 4 is located in the actuation position. In the
drawings, the actuator 41 has a connection portion 46 connected to
the contact portion mounting member 40 (FIG. 2), and a driving
portion 47 for displacing the connection portion 46.
[0031] The connection portion 46 has a movable iron core (movable
portion) 48 accommodated within the driving portion 47, and a
connection rod 49 extending from the movable iron core 48 to the
outside of the driving portion 47 and fixed to the contact portion
mounting member 40. Further, the movable iron core 48 can be
displaced between an actuation position (FIG. 5) where the contact
portion mounting member 40 is displaced to the contact position to
actuate the safety device 33 and a normal position (FIG. 4) where
the contact portion mounting member 40 is displaced to the
separated position to release the actuation of the safety device
33.
[0032] The driving portion 47 has: a fixed iron core 50 which has a
pair of regulating portions 50a and 50b for regulating the
displacement of the movable iron core 48 and a sidewall portion 50c
for connecting therethrough the regulating portions 50a and 50b to
each other and which encloses the movable iron core 48; a first
coil 51 accommodated within the fixed iron core 50 for displacing
the movable iron core 48 in a direction along which the movable
iron core 48 comes into contact with one regulating portion 50a by
causing a current to flow through the first coil 51; a second coil
52 accommodated within the fixed iron core 50 for displacing the
movable iron core 48 in a direction along which the movable iron
core 48 comes into contact with the other regulating portion 50b by
causing a current to flow through the second coil 52; and an
annular permanent magnet 53 disposed between the first coil 51 and
the second coil 52.
[0033] A through hole 54 through which the connection rod 49 is
inserted is provided in the other regulating portion 50b. The
movable iron core 48 abuts on one regulating portion 50a when being
located in the normal position, and abuts on the other regulating
portion 50b when being located in the actuation position.
[0034] The first coil 51 and the second coil 52 are annular
electromagnetic coils surrounding the connection portion 46. In
addition, the first coil 51 is disposed between the permanent
magnet 53 and one regulating portion 50a, and the second coil 51 is
disposed between the permanent magnet 53 and the other regulating
portion 50b.
[0035] In a state in which the movable iron core 48 abuts on one
regulating portion 50a, a space forming the magnetic resistance
exists between the movable iron core 48 and the other regulating
portion 50b. Hence, the amount of magnetic flux of the permanent
magnet 53 becomes more on the first coil 51 side than on the second
coil 52 side, and thus the movable iron core 48 is held in abutment
with one regulating portion 50a.
[0036] Further, in a state in which the movable iron core 48 abuts
on the other regulating portion 50b, a space forming the magnetic
resistance exists between the movable iron core 48 and one
regulating portion 50a. Hence, the amount of magnetic flux of the
permanent magnet 53 becomes more on the second coil 52 side than on
the first coil 51 side, and thus the movable iron core 48 is held
in abutment with the other regulating portion 50b.
[0037] An actuating electric power serving as an actuation signal
from the output portion 32 is inputted to the second coil 52. Upon
being inputted the actuation signal, the second coil 52 generates a
magnetic flux that acts against a force maintaining abutment of the
movable iron core 48 on one of the regulating portions 50a. On the
other hand, recovery electric power serving as a recovery signal
from the output portion 32 is inputted to the first coil 51. Upon
being inputted the recovery signal, the first coil 51 generates a
magnetic flux that acts against a force maintaining abutment of a
movable iron core 48 on the other regulating portion 50b.
[0038] FIG. 6 is a circuit diagram showing a part of an internal
circuit of the output portion 32 of FIG. 1. Referring to the
figure, the output portion 32 is provided with a feeder circuit 55
for supplying electric power to the actuator 41. The feeder circuit
55 has a charge portion (drive power source) 56 that can be charged
with electric power from the battery 12, a charge switch 57 for
charging the charge portion 56 with the electric power of the
battery 12, and a discharge switch 58 that selectively discharges
the electric power with which the charge portion 56 is charged to
the first coil 51 and the second coil 52. The movable iron core 48
(FIG. 4) can be displaced when the electric power is discharged
from the charge portion 56 to one of the first coil 51 and second
coil 52.
[0039] The discharge switch 58 has a first semiconductor switch 59
that discharges the electric power with which the charge portion 56
is charged to the first coil 51 as a recovery signal, and a second
semiconductor switch 60 that discharges the electric power with
which the charge portion 56 is charged to the second coil 52 as an
actuation signal.
[0040] The charge portion 56 has a charging capacitor 91, which is
an electrolytic capacitor. Provided in the feeder circuit 55 are a
charge resistor 66, which is an internal resistance of the feeder
circuit 55, and a diode 67 that is connected in parallel to the
charging capacitor 91 to prevent a surge voltage from being applied
to the charging capacitor 91.
[0041] A failure detecting device for a drive power source 92
(hereinafter referred to simply as "a failure detecting device 92")
for detecting the presence or absence of an abnormality in charge
capacitance of the charging capacitor 91, namely, the presence or
absence of a capacitance shortage of the charging capacitor 91 is
electrically connected to the feeder circuit 55.
[0042] The failure detecting device 92 has first and second
voltage-dividing resistors 93 and 94 for dividing the charging
voltage of the charging capacitor 91, a contact for a charging
voltage detection relay 95 for electrically connecting the first
and second voltage-dividing resistors 93 and 94 to the feeder
circuit 55, a voltage follower operational amplifier 96 that is
electrically connected between the first and second
voltage-dividing resistors 93 and 94 to pick up the charging
voltage obtained as a result of voltage division carried out by the
first and second voltage-dividing resistors 93 and 94, and a
determination device 97 that detects the presence or absence of a
capacitance shortage of the charging capacitor 91 based on the
charging voltage picked up by the operational amplifier 96.
[0043] The resistance values of the first and second
voltage-dividing resistors 93 and 94 are set sufficiently larger
than the resistance value of the charge resistor 66.
[0044] When the charge switch 57 is thrown and the supply of
electric power from the battery 12 to the charging capacitor 91 is
started, the contact for the charging voltage detection relay 95 is
thrown. When the supply of electric power to the charging capacitor
91 is stopped, the contact for the charging voltage detection relay
95 is opened. In other words, the contact for the charging voltage
detection relay 95 is ON during the supply of electric power to the
charging capacitor 91, and OFF during the stoppage of the supply of
electric power to the charging capacitor 91.
[0045] The determination device 97 has a memory 98, which is a
storage portion in which reference data are stored in advance, and
a CPU 99, which is a processing portion that determines the
presence or absence of a capacitance shortage of the charging
capacitor 91 based on information from the memory 98 and
operational amplifier 96.
[0046] It should be noted herein that the charging capacitor 91 has
such a characteristic that the period of time until a prescribed
charging voltage is obtained decreases as the capacitance shortage
of the capacitor increases. Accordingly, the degree of capacitance
shortage of the charging capacitor 91 can be checked by measuring
the charging time of the charging capacitor 91.
[0047] FIG. 7 is a graph showing a relationship between charging
voltage and charging time in the charging capacitor 91 of FIG. 6. A
set value V1 set in advance as a prescribed value of charging
voltage and a lower limit T1 and upper limit T2 of the charging
time of the charging capacitor 91 at the time when the charging
capacitor 91 has a normal charging capacitance are stored in the
memory 98 as the reference data. The charging time of the charging
capacitor 91 is a time extending from a moment when the charging
capacitor 91 starts to be charged to a moment when the charging
voltage reaches the set value V1.
[0048] For instance, it is assumed that E denotes the charging
power source voltage of the battery 12, that R denotes a charging
resistance, and that C denotes the capacitance of the charging
capacitor 91. In this case, after the lapse oft seconds from the
start of charging, the charging capacitor 91 has a charging voltage
Vt as expressed below. Vt=E{1-exp(-t/CR)} (1)
[0049] If the set value V1 is set as k % of a charging completion
voltage (k % of the charging power source voltage), a charging
period of time t.sub.v1, until V1 is reached is derived from the
equation (1) as follows. t.sub.V1=-CRln(1-k) (2)
[0050] If it is assumed herein that both the capacitance C of the
charging capacitor 91 and the charging resistance R have an
allowable range (accuracy) of .+-.10%, that the capacitance C is 40
mF, that the charging resistance R is 50 .OMEGA., that the charging
power source voltage E of the battery 12 is 48 V, and that k=90%,
the set value V1, the lower limit T1, and the upper limit T2 are
derived from the above definition of the set value V1 and the
equation (2) as follows. V1=0.9.times.48.apprxeq.43.2 V (3)
T1=-0.9.sup.2CRln0.1.apprxeq.3.7 seconds (4)
T2=-1.1.sup.2CRln0.1.apprxeq.5.6 seconds (5)
[0051] The set value V1, the lower limit T1, and the upper limit
T2, which have thus been calculated in advance, are stored in the
memory 98.
[0052] An A/D converter (not shown) that performs A/D conversion of
the charging voltage picked up by the operational amplifier 96, and
a charging timer (not shown) for measuring the charging time are
built in the CPU 99. When a voltage from the operational amplifier
96 is inputted to the CPU 99, the charging timer is actuated
(started) When the voltage subjected to A/D conversion by the A/D
converter reaches the set value V1, the charging timer is halted
(stopped). Thus, the charging time of the charging capacitor 91 is
measured.
[0053] When the charging time measured by the charging timer is
within an allowable range between the lower limit T1 and the upper
limit T2, the CPU 99 detects no abnormality in the charging
capacitor 91. When the charging time measured by the charging timer
is outside the allowable range, the CPU 99 detects an abnormality
ascribable to a capacitance shortage of the charging capacitor
91.
[0054] Next, an operation will be described. During normal
operation, a contact portion mounting member 40 is located at an
opened and separated position, and the movable iron core 48 is
located at a normal position. In this state, a wedge 34 is spaced
apart from a guide portion 36, and opened and separated from a car
guide rail 2. Further, in this state, both the first semiconductor
switch 59 and the second semiconductor switch 60 are off.
Furthermore, during normal operation, the charging capacitor 91 is
charged with the electric power from the battery 12.
[0055] When the speed detected by a car speed sensor 31 becomes
equal to a first overspeed, the braking device of a hoisting
machine is actuated. When the speed of a car 3 rises thereafter as
well and the speed detected by the car speed sensor 31 becomes
equal to a second overspeed, the second semiconductor switch 60 is
turned on, and the electric power with which the charging capacitor
91 is charged is discharged to the second coil 52 as an actuation
signal. In other words, the actuation signal is outputted from the
output portion 32 to respective safety devices 33.
[0056] Thus, a magnetic flux is generated around the second coil
52, and the movable iron core 48 is displaced in such a direction
as to approach the other regulating portion 50b, namely, from the
normal position to an actuation position (FIGS. 4 and 5). Thus,
contact portions 37 are pressed into contact with the car guide
rail 2, and the wedge 34 and the support mechanism portion 35 are
braked (FIG. 3). Due to a magnetic force of a permanent magnet 53,
the movable iron core 48 is held at the actuation position while
abutting on the other regulating portion 50b.
[0057] Since the car 3 and the guide portion 36 are lowered without
being braked, the guide portion 36 is displaced downward to the
side of the wedge 34 and the support mechanism portion 35. Owing to
this displacement, the wedge 34 is guided along an inclined surface
44 so that the car guide rail 2 is sandwiched between the wedge 34
and a contact surface 45. Due to contact with the car guide rail 2,
the wedge 34 is displaced further upward to be wedged in between
the car guide rail 2 and the inclined surface 44. A large
frictional force is thus generated between the car guide rail 2 on
one hand and the wedge 34 and the contact surface 45 on the other
hand, so that the car 3 is braked.
[0058] During recovery, the car 3 is raised with the movable iron
core 48 at the actuation position, that is, with the contact
portion 37 in contact with the car guide rail 2, so that the wedge
34 is released. The second semiconductor switch 60 is thereafter
turned off, and the charging capacitor 91 is recharged with the
electric power of the battery 12. After that, the first
semiconductor switch 59 is turned on. In other words, a recovery
signal is transmitted from the output portion 32 to the respective
safety devices 33. The first coil 51 is thereby energized, so that
the movable iron core 48 is displaced from the actuation position
to the normal position. The contact portion 37 is thereby opened
and separated from the car guide rail 2, thus completing the
process of recovery.
[0059] Next, the procedure and operation in conducting failure
inspection for the presence or absence of an abnormality in the
charging capacitor 91 will be described.
[0060] FIG. 8 is a flowchart showing the control operation of a
determination device 97 of FIG. 6. Referring to the figure, during
failure inspection, the charge switch 57 is turned off (OFF state)
(S1) in response to a command from the determination device 97, and
the second semiconductor switch 60 is then turned on (ON state)
(S2). Thus, the electric power with which the charging capacitor 91
is charged is discharged to the second coil 52. This state is
maintained by the determination device 97 until the electric power
accumulated in the charging capacitor 91 is completely discharged
(S3). When the charging voltage of the charging capacitor 91
becomes 0 V, the second semiconductor switch 60 is turned off in
response to a command from the determination device 97 (S4).
[0061] After that, the charge switch 57 is turned on in response to
a command from the determination device 97 (S5). Thus, the contact
for the charging voltage detection relay 95 is closed. At the same
time, the charging timer built in the CPU 99 starts to operate
(S6). By turning the contact for the charging voltage detection
relay 95 on, information on the charging voltage of the charging
capacitor 91 is inputted to the CPU 99. This state is maintained by
the determination device 97 until the charging voltage of the
charging capacitor 91 reaches the set value V1 (S7). When the
charging voltage of the charging capacitor 91 reaches the set value
V1, the charging timer is stopped (S8). After that, the CPU 99
turns the charge switch 57 and the charging voltage detection relay
97 off, thus completing the charging of the charging capacitor
91.
[0062] The CPU 99 detects whether or not the charging time measured
by the charging timer is within the allowable range between the
lower limit T1 and the upper limit T2 (S9). When the charging time
is within the allowable range, the processing operation of the CPU
99 is terminated (S10). On the other hand, when the charging time
is outside the allowable range, the CPU 99 determines that the
charging capacitor 91 is abnormal.
[0063] In the failure detecting device as described above, the CPU
99 can measure the charging time of the charging capacitor 91 and
detects whether or not the charging time of the charging capacitor
91 is between the lower limit T1 and the upper limit T2, thus
making it possible to easily check whether or not there is a
capacitance shortage of the charging capacitor 91 without
performing any complicated processings such as logarithmic
calculations. Further, since the CPU 99 measures the charging time
of the charging capacitor 91 and checks whether or not there is a
capacitance shortage of the charging capacitor 91, there is no need
to mount an external device such as a hardware comparator on the
CPU. This eliminates the necessity to check the soundness of the
external device and thus makes it possible to enhance the
reliability in detecting a failure in the charging capacitor 91.
Therefore, a failure in the drive power source can be detected more
reliably.
EMBODIMENT 2
[0064] FIG. 9 is a circuit diagram showing a feeder circuit of an
elevator apparatus according to Embodiment 2 of the present
invention. Referring to the figure, the charge portion 56 has a
normal mode feeder circuit 62 having a normal mode capacitor
(charging capacitor) 61, which is a drive power source, an
inspection mode feeder circuit 64 having an inspection mode
capacitor 63, which is an electrolytic capacitor that is smaller in
charging capacitance than the normal mode capacitor 61, and a
changeover switch 65 capable of making a selective changeover
between the normal mode feeder circuit 62 and the inspection mode
feeder circuit 64.
[0065] The normal mode capacitor 61 has such a charging capacitance
that the second coil 52 can be supplied with a full-operation
current amount for displacing the movable iron core 48 from the
normal position (FIG. 4) to the actuation position (FIG. 5).
[0066] The inspection mode capacitor 63 has such a charging
capacitance that the second coil 52 can be supplied with a
semi-operation current amount for displacing the movable iron core
48 from the normal position only to a semi-operation position
located between the actuation position and the normal position,
namely, a current amount smaller than the full-operation current
amount. In addition, when the movable iron core 48 is at the
semi-operation position, it is pulled back to the normal position
due to a magnetic force of the permanent magnet 53. In other words,
the semi-operation position is closer to the normal position than a
neutral position where the magnetic force of the permanent magnet
53 acting on the movable iron core 48 is balanced between the
normal position and the actuation position. The charging
capacitance of the inspection mode capacitor 63 is preset through
an analysis or the like such that the movable iron core 48 is
displaced between the semi-operation position and the normal
position.
[0067] The normal mode capacitor 61 can be charged with the
electric power from the battery 12 through a changeover made by the
changeover switch 65 when the elevator is in normal operation
(normal mode). The inspection mode capacitor 63 can be charged with
the electric power from the battery 12 through a changeover made by
the changeover switch 65 when the operation of the actuator 41 is
inspected (inspection mode). Embodiment 2 is the same as Embodiment
1 in respect of other constructional details.
[0068] Next, an operation will be described. During normal
operation, the changeover switch 65 holds the normal mode feeder
circuit 62 in the normal mode, so that the normal mode capacitor 61
is charged with the electric power from the battery 12. After the
speed detected by the car speed sensor 31 has become equal to the
second overspeed, the operation of Embodiment 2 is the same as that
of Embodiment 1, that is, the respective safety devices 33 are
actuated through the discharge of electric power from the normal
mode capacitor 61 to the second coil 52.
[0069] Embodiment 2 is the same as Embodiment 1 in respect of the
operation during recovery as well, and the respective safety
devices 33 are recovered through the discharge of electric power
from the normal mode capacitor 61 to the first coil 51.
[0070] Next, the respective procedures in inspecting the operation
of the actuator 41 and a capacitance shortage of the normal mode
capacitor 61 will be described.
[0071] First of all, the charge switch 57 is turned off, and the
first semiconductor switch 59 is then thrown to discharge the
electric power with which the normal mode capacitor 61 is
charged.
[0072] Then, the changeover switch 65 is operated to disconnect the
battery 12 from the normal mode feeder circuit 62 and connect it to
the inspection mode feeder circuit 64. After that, the charge
switch 57 is turned on to charge the inspection mode capacitor 63
with the electric power of the battery 12. After the charge switch
has been turned off, the second semiconductor switch 60 is thrown
to energize the second coil 52. As a result, the movable iron core
48 is displaced between the normal position and the semi-operation
position.
[0073] When the actuator 41 operates normally, the movable iron
core 48 is displaced from the normal position to the semi-operation
position and then pulled back to the normal position again. In
accordance with this process, the contact portion mounting member
40 and the contact portion 37 are also smoothly displaced. That is
the movable iron core 48, the contact portion mounting member 40,
and the contact portion 37 are normally semi-operated.
[0074] When the actuator 41 has an abnormality in the operation,
the movable iron core 48, the contact portion mounting member 40,
and the contact portion 37 are not normally semi-operated as
described above. The presence or absence of an abnormality in the
operation of the actuator 41 is inspected in this manner.
[0075] After the operation of the actuator 41 has been inspected,
the changeover switch 65 is operated to make a changeover from the
inspection mode to the normal mode. The charge switch 57 is then
turned on. At this moment, the contact for the charging voltage
detection relay 95 is turned on as well. The normal mode capacitor
61 is thereby charged with the electric power of the battery 12,
and information on the charging voltage of the normal mode
capacitor 61 is inputted to the CPU 99.
[0076] Then, in the same manner as in Embodiment 1, the CPU 99
checks whether or not there is a capacitance shortage of the normal
mode capacitor 61. After the check with respect to the normal mode
capacitor 61 has been ended and the charging of the charge switch
57 has been completed, the charge switch 57 is turned off in
response to a command from the CPU 99.
[0077] Thus, with the elevator apparatus having the actuator 41
whose operation can be inspected as well, the presence or absence
of an abnormality in the normal mode capacitor 61 can be easily
inspected for. This makes it possible to check whether or not there
is a capacitance shortage of the normal mode capacitor 61 while
inspecting the operation of the actuator 41. As a result, the
respective safety devices 33 can be effectively inspected.
EMBODIMENT 3
[0078] FIG. 10 is a circuit diagram showing a feeder circuit of an
elevator apparatus according to Embodiment 3 of the present
invention. Referring to the figure, a charge portion 81 has a
normal mode feeder circuit 82 including the normal mode capacitor
61, which is the same as that of Embodiment 2, an inspection mode
feeder circuit 84 having a configuration in which an inspection
mode resistor 83 set in advance to a predetermined resistance is
added to the normal mode feeder circuit 82, and a changeover switch
85 capable of selectively establishing electrical connection
between a discharge switch 58, and the normal mode feeder circuit
82 or the inspection mode feeder circuit 84.
[0079] In the inspection mode feeder circuit 84, the normal mode
capacitor 61 and the inspection mode resistor 83 are connected in
series to each other. Further, the normal mode capacitor 61 can be
charged with the electric power of the battery 12 by turning the
charge switch 57 on. Embodiment 3 is the same as Embodiment 1 in
respect of other constructional details.
[0080] Next, an operation will be described. During normal
operation, the changeover switch 85 maintains electrical contact
between the discharge switch 58 and the normal mode feeder circuit
82 (normal mode). Embodiment 3 is the same as Embodiment 2 in
respect of the operation in the normal mode.
[0081] Next, the respective procedures and operations in inspecting
the operation of the actuator 41 and for a capacitance shortage of
the normal mode capacitor 61 will be described.
[0082] First of all, the charge switch 57 is turned off, and the
first semiconductor switch 59 is then thrown to discharge the
electric power with which the normal mode capacitor 61 is
charged.
[0083] After that, the changeover switch 85 is operated to
disconnect the normal mode feeder circuit 82 from the discharge
switch 58 and connect the inspection mode feeder circuit 84
thereto. The charge switch 57 is then turned on. At this moment,
the contact for the charging voltage detection relay 95 is turned
on as well. The normal mode capacitor 61 is thereby charged with
the electric power of the battery 12, and information on the
charging voltage of the normal mode capacitor 61 is inputted to the
CPU 99.
[0084] After that, in the same manner as in Embodiment 1, the CPU
99 checks whether or not there is a capacitance shortage of the
normal mode capacitor 61. After the check with respect to the
normal mode capacitor 61 has been ended and the charging of the
charge switch 57 has been completed, the charge switch 57 is turned
off in response to a command from the CPU 99.
[0085] Then, the second semiconductor switch 60 is thrown to
energize the second coil 52. At this moment, since the inspection
mode resistor 83 is connected in series to the normal mode
capacitor 61 in the inspection mode feeder circuit 82, a part of
electric energy discharged from the normal mode capacitor 61 is
consumed by the inspection mode resistor 83, so that the second
coil 52 is supplied with a current amount smaller than the
full-operation current amount.
[0086] When the actuator 41 operates normally, the movable iron
core 48 is displaced from the normal position to the semi-operation
position and then pulled back to the normal position again. In
accordance with this process, the contact portion mounting member
40 and the contact portion 37 are also smoothly displaced. That is,
the movable iron core 48, the contact portion mounting member 40,
and the contact portion 37 are normally semi-operated.
[0087] When the actuator 41 has an abnormality in the operation,
the movable iron core 48, the contact portion mounting member 40,
and the contact portion 37 are not normally semi-operated as
described above. The presence or absence of an abnormality in the
operation of the actuator 41 is inspected in this manner.
[0088] After the completion of inspection, the changeover switch 85
is operated to make a changeover from the inspection mode to the
normal mode, and the charge switch 57 is then thrown to charge the
normal mode capacitor 61 with the electric power of the battery
12.
[0089] Thus, with the elevator apparatus having the actuator 41
whose operation can be inspected as well, the presence or absence
of an abnormality in the normal mode capacitor 61 can be easily
inspected for. This makes it possible to check whether or not there
is a capacitance shortage of the normal mode capacitor 61 while
inspecting the operation of the actuator 41. As a result, the
respective safety devices 33 can be effectively inspected.
[0090] In Embodiments 2 and 3, the movable iron core 48 is pulled
back from the semi-operation position to the normal position only
due to the magnetic force of the permanent magnet 53. However, the
movable iron core 48 may be returned from the semi-operation
position to the normal position due to the bias of a recovery
spring as well as the magnetic force of the permanent magnet 53.
This makes it possible to more reliably semi-operate the movable
iron core 48.
[0091] With the construction of Embodiment 1 as well, the movable
iron core 48 can be displaced between the semi-operation position
and the normal position by using a recovery spring acting as
resistance to displacement of the movable iron core 48 from the
normal position to the side of the actuation position. This makes
it possible to inspect not only for a capacitance shortage of the
charging capacitor 91 but also the operation of the actuator
41.
EMBODIMENT 4
[0092] FIG. 11 is a constructional view showing an elevator
apparatus according to Embodiment 4 of the present invention. A
driving device (hoisting machine) 191 and a deflector sheave 192
are provided in an upper portion within a hoistway. The main rope 4
is wrapped around a driving sheave 191a of the driving device 191
and the deflector 192. The car 3 and a counter weight 195 are
suspended in the hoistway by means of the main rope 4.
[0093] A mechanical safety device 196 which is engaged with a guide
rail (not shown) in order to stop the car 3 in case of emergency is
installed in a lower portion of the car 3. A speed governor sheave
197 is disposed in the upper portion of the hoistway. A tension
sheave 198 is disposed in a lower portion of the hoistway. A speed
governor rope 199 is wrapped around the speed governor sheave 197
and the tension sheave 198. Both end portions of the speed governor
rope 199 are connected to an actuator lever 196a of the safety
device 196. Consequently, the speed governor sheave 197 is rotated
at a speed corresponding to a running speed of the car 3.
[0094] The speed governor sheave 197 is provided with a sensor 200
(e.g., an encoder) for outputting a signal used to detect the
position and a speed of the car 3. The signal from the sensor 200
is input to the output portion 32 installed in the control panel
13.
[0095] A speed governor rope holding device 202 that holds the
speed governor rope 199 to stop circulation thereof is provided in
the upper portion of the hoistway. The speed governor rope holding
device 202 has a hold portion 203 that holds the speed governor
rope 199, and the actuator 41 that drives the hold portion 203.
Embodiment 4 is the same as Embodiment 1 in respect of the
construction and operation of the actuator 41. Embodiment 4 is the
same as Embodiment 1 in respect of other constructional
details.
[0096] Next, an operation will be described. During normal
operation, the movable iron core 48 of the actuator 41 is at the
normal position (FIG. 4). In this state, the speed governor rope
199 is opened and separated from the hold portion 203 instead of
being fastened.
[0097] When the speed detected by the sensor 200 becomes equal to
the first overspeed, the braking device of the driving device 191
is actuated. When the speed of the car 3 rises thereafter as well
and the speed of the car 3 detected by the sensor 200 becomes equal
to the second overspeed, an actuation signal is outputted from the
output portion 32. When the actuation signal from the output
portion 32 is inputted to the speed governor rope holding device
202, the movable iron core 48 of the actuator 41 is displaced from
the normal position to the actuation position (FIG. 5). The hold
portion 203 is thereby displaced in such a direction as to hold the
speed governor rope 199, so that the speed governor rope 199 is
stopped from moving. When the speed governor rope 199 is stopped,
an actuator lever 196a is operated due to the movement of the car
3. As a result, the safety device 196 is operated to stop the car 3
as an emergency measure.
[0098] During recovery, a recovery signal is outputted from the
output portion 32 to the speed governor rope holding device 202.
When the recovery signal from the output portion 32 is inputted to
the speed governor rope holding device 202, the movable iron core
48 of the actuator 41 is displaced from the actuation position to
the normal position (FIG. 6). The speed governor rope 199 is
thereby released from being fastened by the hold portion 203. After
that, the car 3 is raised to render the safety device 196
inoperative. As a result, the car 3 is allowed to travel.
[0099] Embodiment 4 is the same as Embodiment 1 in respect of the
procedure of inspecting for the presence or absence of an
abnormality in the charging capacitor 91 (FIG. 6) and the operation
during the inspection.
[0100] Thus, with the elevator apparatus having a structure in
which the safety device 196 is operated by fastening the speed
governor rope 199 as well, the same actuator 41 as that of
Embodiment 1 can be employed as a driving portion for operating the
safety device 196.
[0101] Further, as described above, with the elevator apparatus
having a structure in which an actuation signal from the output
portion 32 is inputted to the electromagnetically driven speed
governor rope holding device 202 as well, it is possible to easily
and more reliably check whether or not there is the presence or
absence of a capacitance shortage of the charging capacitor 91 by
applying the failure detecting device 92 (FIG. 6) to the feeder
circuit 55.
[0102] In the above example, the failure detecting device 92 is
applied to the same feeder circuit 55 as that of Embodiment 1.
However, the failure detecting device 92 may also be applied to the
same feeder circuit 55 as that of Embodiment 2 or 3. In this case,
the operation of the actuator 41 is also inspected in inspecting
for a capacitance shortage of the charging capacitor.
[0103] Further, although the output portion 32 is provided with the
feeder circuit 55 for supplying an actuating electric power to the
actuator 41 in Embodiments 1 to 3, the car 3 may be mounted with
the feeder circuit 55. In this case, an actuation signal outputted
from the output portion 32 serves as a signal for actuating the
discharge switch 58. Due to actuation of the discharge switch 58,
the actuating electric power is selectively supplied from the
charging capacitor (normal mode capacitor) to one of the first coil
51 and the second coil 52.
* * * * *